TAKEOFF
SAFETY
TRAINING
AID
Flight Operations Support & Services
Flight Operations Support & Services
Introduction
The purpose of this brochure is to provide the Airlines with Airbus data to be used in conjunction with the TAKEOFF SAFETY TRAINING AID published by the Federal Aviation Administration. Airframe manufacturer's, Airlines, Pilot groups, and regulatory agencies have developed this training resource dedicated to reducing the number of rejected takeoff (RTO) accidents.
The data contained in this brochure are related to section 4 of TAKEOFF SAFETY TRAINING AID document and provide information related to reverse thrust effectiveness, flight manual transition times, line up distances, brake pedal force data, reduced thrust examples as well as the effect of procedural variations on stopping distances.
STL – 05/05
2
Issue 3
Flight Operations Support & Services
Table of contents
Reverse Thrust Effectiveness Examples of Net Reverse Thrust (Appendix 4D) 
4 
Airplane Flight Manual Transition Time Details (Appendix 4F) 
8 
Brake Pedal Force Data (Appendix 4G) 
17 
Reduced Thrust Examples (Appendix 4H) 
18 
Lineup Distance Charts (Appendix 4I) 
28 
The Effect of Procedural Variations on Stopping Distance (Appendix 4J) 
32 
STL – 05/05
3
Issue 3
APPENDIX
4D
Reverse Thrust Effectiveness Examples of Net Reverse Thrust
Effect of engine RPM and Airspeed on Reverse Thrust
Airplane Model 
Page Number 

A300B4 / CF650C2 
4DABI 2 

A300600 / PW4158 
4DABI 2 

A320 / V2500 
4DABI 3 

A321 / CFM565B2  
A319 / CFM565B5 
4DABI 3 
A340 / CFM565C2 
4DABI 4 

A330 / CF680E1A2 
4DABI 4 
STL – 05/05
4
4D ABI1
APPENDIX
4D
Reverse Thrust Effectiveness
Sea level – Standard day
Training information only – Net reverse thrust
STL  05/05
_{5}
4D ABI2
APPENDIX
4D
Reverse Thrust Effectiveness
Sea level – Standard day
Training information only – Net reverse thrust
STL  05/05
_{6}
4D ABI3
APPENDIX
4D
Reverse Thrust Effectiveness
Sea level – Standard day
Training information only – Net reverse thrust
STL05/05
_{7}
4D ABI4
APPENDIX
4F
Airplane Flight Manual Transition Time Details
The data in this appendix is provided as a reference forfor thethe instructorinstructor. The iindividual diagrams show tthe relationship bettween t he average t ime r equiri ed t o reconfigure the airplane for an RTO in the certif icat ion fflight tests annd the expanded t imes used in the comput ation of certified t akeoff performance in the AFM.
Airplane Model 
Page Number 

Air bus A300 
4F 
ABI2 
Air bus A310 steel brakes 
4F 
ABI 3 
Air bus A310 – A300600 carbon brakes 
4F 
ABI 4 
Air bus A320 / carbon brakes 
4F 
ABI 5 
Ai rbus A321 / carbon brakes 
4F 
ABI 6 
Ai rbus A319 / carbon brakes 
4F 
ABI 7 
Ai rbus A330 / carbon brakes 
4F 
ABI 8 
Ai rbus A340 / carbon brakes 
_{4}_{}_{F} 
_{A}_{B}_{I} _{}_{9} 
STF  05/05
_{8}
4F ABI1
APPENDIX
4F
Airplane Flight Manual Transition Time Details
• Without Amendment 42
A300
Flight test
AFM Expansion
Recognition 
 
0.6 
Brakes on 
0.6 
 
Brakes fully efficient 
 
1.5 
Thrust reduction 
0.9 
1.9 
Speedbrakes fully deployed 
1.9 
2.9 
For certification purposes, braking effectiveness is nulled until 1.5 seconds where 100% braking is considered as effective.
STL  05/05
9
4F ABI2
APPENDIX
4F
Airplane Flight Manual Transition Time Details
• Without Amendment 42
• Steel brakes
A310
Flight test
AFM Expansion
Recognition 
 
1.0 
Brakes on 
0.6 
 
Brakes fully efficient 
 
1.9 
Thrust reduction Speedbrakes 
0.8 
2.2 
fully deployed 
2.5 
3.9 
For certification purposes, braking effectiveness is nulled until 1.9 seconds where 100% braking is considered as effective.
STF  05/05
_{1}_{0}
4F ABI3
APPENDIX
4F
Airplane Flight Manual Transition Time Details
• Without Amendment 42
• Carbon brakes
A310 – A300600
Flight test
AFM Expansion
Recognition 
 
1.0 
Brakes on 
0.6 
1.0 
Brakes fully efficient 
2.4 
2.2 
Thrust reduction 
0.8 
2.8 
Speedbrakes fully deployed 
2.6 
4.0 
STL  05/05
11
4F ABI4
APPENDIX
4F
Airplane Flight Manual Transition Time Details
• With Amendment 42
• Carbon brakes
A320
Flight test
AFM Expansion
One engine OUT
All engines
Engine failure 
0 
0 
 
Recognition 
0.3 
1 
0 
Delay (Amendt. 42) 
 
3 
2 
Brakes on Thrust reduction & 
0.3 
3 
2 
lift dumper activation 
0.5 
3.2 
2.2 
Brakes fully efficient 
1.8 
4.5 
3.5 
Lift dumpers fully deployed 
2.2 
4.9 
3.9 
STL  05/05
_{1}_{2}
4F ABI5
APPENDIX
4F
Airplane Flight Manual Transition Time Details
• Post Amendment 42
• Carbon brakes
A321
Flight test
AFM Expansion
One engine OUT
All engines
Engine failure 
0 
0 
 
Recognition 
0.3 
1 
0 
Delay (Amendt. 42) 
 
3 
2 
Brakes on Thrust reduction & 
0.3 
3 
2 
lift dumper activation 
0.63 
3.33 
2.33 
Brakes fully efficient 
1.2 
3.9 
2.9 
Lift dumpers fully deployed 
3.13 
5.83 
4.83 
STL 05/05
_{1}_{3}
4F ABI6
APPENDIX
APPENDIX
4F
STL 05/05
_{1}_{3}
4F ABI7
APPENDIX
4F
Airplane Flight Manual Transition Time Details
• Post Amendment 42
• Carbon brakes
A330
Flight test
AFM Expansion
One engine OUT
All engines
Engine failure 
0 
0 
 
Recognition 
0.3 
1 
0 
Delay (Amendt. 42) 
 
3 
2 
Brakes on Thrust reduction & 
0.3 
3 
2 
lift dumper activation 
0.46 
3.16 
2.16 
Brakes fully efficient 
1.5 
4.2 
3.2 
Lift dumpers fully deployed 
3.86 
6.56 
5.56 
STL  05/05
14
4F ABI8
APPENDIX
4F
Airplane Flight Manual Transition Time Details
• Post Amendment 42
• Carbon brakes
A340
Flight test
AFM Expansion
One engine OUT
All engines
Engine failure 
0 
0 
 
Recognition 
0.3 
1 
0 
Delay (Amendt. 42) 
 
3 
2 
Brakes on Thrust reduction & 
0.3 
3 
2 
lift dumper activation 
0.46 
3.16 
2.16 
Brakes fully efficient 
1.5 
4.2 
3.2 
Lift dumpers fully deployed 
3.86 
6.56 
5.56 
STL  05/05
_{1}_{5}
4F ABI9
APPENDIX
4G
Brake Pedal Force Data
The data in this appendix is provided as a reference for the instructor. The individual charts show the brake pedal force required to apply full brake system pressure, to set the parking brake, and to disarm the RTO autobrake function, if applicable.
Pedal force (Lb) 
Handle force (Lb) 

To disarm* RTO autobrake 
To apply full system pressure 
To set 

parking brakes 

Low. med 
Mode 

mode 
max 

A319/A320/A321 
31 
*51 
90 
Small (1) 

A310 
34 
56 
90 

A300600 
34 
56 
90 
24 

A300 B2/B4 
N/A 
90 

A330/A340 
44 
58 
95 
Small (1) 
* Disarmement by two pedals
(1) Parking : Parking brakes is electrically activated on these models.
STL  05/05
_{1}_{6}
4G ABI1
APPENDIX
4H
Reduced Thrust Examples
If the performance limited weight using full takeoff thrust exceeds the actual weight of the
airplane, the possibility may exist that the takeoff can still be performed within the certification
limitations but at lower thrust setting. Takeoffs conducted in this manner are generically referred to as reduced thrust takeoffs or FLEX takeoffs. The use of reduced takeoff thrust to enhance engine reliability and reduce maintenance costs is a standard practice used by nearly all commercial airlines today. In some cases, the use of reduced thrust is so common that the lessthanfullthrust is referred to as "Standard Thrust" or "Normal Thrust". The name that is chosen to describe a reduced thrust takeoff is not as important as is understanding the basis for the thrust used on any given takeoff.
There are essentially two methods of accomplishing this beneficial thrust reduction. The first is by restricting the engine operation to a lower certified trust rating. This is referred to as "derate" reduced thrust. Operation of the airplane with derate takeoff thrust will produce performance margins indentical to that described in Section 4.3.3 of the basic document.
A more frequently used method of reducing takeoff thrust is to tabulate the performance limit
weights for a given runway at the full rated thrust, such as is displayed in a typical airport runway analysis presentation. Then the temperature and thrust is determined, at wich the actual airplane weight would become the performance limit weight. This method of thrust reduction, referred to as the Assumed or Flexible Temperature Method, is of special interest because, unlike "derate thrust takeoffs", additional "GO" and "STOP" margins exist, beyond those of the basic certification rules.
There are essentially two sources of additional performance potential, or "margins", inherent to takeoffs performed using the assumed temperature method to reduce thrust. First, since the takeoff performance was initially calculated using full takeoff thrust, the applicable minimum control speed restrictions at full thrust have already been accounted for in determining the limits weights and speeds. Therefore, if at any time during the takeoff, the pilot decides that the safety of the takeoff is in question, the engine thrust may be increased to the fullrated value, without danger of exceeding the minimum control limits.
The second source of additional performance in a flexible temperature takeoff is due to the true airspeed difference that exists between actual temperature and the higher flexible temperature. This results in less actual distance being required for the airplane to reach 35 feet or to come to a stop in an RTO. This appendix contains examples which illustrate these additional margins that are inherent to reduced thrust takeoff calculations using the flexible temperature method.
STL  05/05
17
4H ABI1
APPENDIX
4H
Reduced Thrust Examples
Airbus Model A300B4203
And example of the conservatism inherent in the use of the assumed (flexible) temperature method of reduced thrust calculation.
Conditions
A300B4
GE CF650C2 Sea level O A T = 15°C 8900ft runway Actual airplane weight = 148 T permits assumed (flexible) temperature of 40°C
Parameters 
Actual temp is 15°C and assumed (flexible) temp is 40°C 
Actual temp is 40°C 
Margin 

N1 (%) 
111 
111 

V1 (KIAS/TAS) 
153 
/ 153 
153 
/ 159 
 6 KTAS 

VR (KIAS/TAS) 
155 
/ 155 
155 
/ 161 
 6 KTAS 

V2 (KIAS/TAS) 
160 
/ 160 
160 
/ 167 
 7 KTAS 

Thrust at V1, Lbs per engines 
37.760 
37.760 
0 Lbs 

Far field length ft 
8398 
8860 
462 
ft 

Acceleratestop distance (engineout) ft 
8148 
8860 
732 
ft 

Acceleratego distance (engineout) ft 
8398 
8860 
462 
ft 

Acceleratego distance (allengine) ft 
7735 
8300 
564 
ft 

Second segment gradient % 
2.69 
2.52 
0.0 % 

Second segment rate of climb ft per minute 
407 
425 
 18 Fpm 
STL 05/05
_{1}_{8}
4H ABI2
APPENDIX
4H
Reduced Thrust Examples
Airbus Model A310300
And example of the conservatism inherent in the use of the assumed (flexible) temperature method of reduced thrust calculation.
Conditions
A310300
GE CF680C2A2 Sea level O A T = 15°C 10000ft runway Actual airplane weight = 155 T permits assumed (flexible) temperature of 40°C
Parameters 
Actual temp is 15°C and assumed (flexible) temp is 40°C 
Actual temp is 40°C 
Margin 

N1 (%) 
105.4 
105.4 

V1 (KIAS/TAS) 
161 
/ 161 
161 
/ 168 
 7 KTAS 

VR (KIAS/TAS) 
164 
/ 164 
164 
/ 171 
 7 KTAS 

V2 (KIAS/TAS) 
167 
/ 167 
167 
/ 174 
 7 KTAS 

Thrust at V1, Lbs per engines 
40.320 
40.320 
0 Lbs 

Far field length ft 
9420 
9987 
567 
ft 

Acceleratestop distance (engineout) ft 
9111 
9987 
876 
ft 

Acceleratego distance (engineout) ft 
9420 
9987 
567 
ft 

Acceleratego distance (allengine) ft 
8233 
8937 
704 
ft 

Second segment gradient % 
2.54 
2.54 
0.0 % 

Second segment rate of climb ft per minute 
431 
449 
 18 Fpm 
STL 05/05
_{1}_{9}
4H ABI3
APPENDIX
4H
Reduced Thrust Examples
Airbus Model A300600
And example of the conservatism inherent in the use of the assumed (flexible) temperature method of reduced thrust calculation.
Conditions
A300600
GE CF680C2A5 Sea level O A T = 15°C 10000ft runway Actual airplane weight = 168 T permits assumed (flexible) temperature of 40°C
Parameters 
Actual temp is 15°C and assumed (flexible) temp is 40°C 
Actual temp is 40°C 
Margin 

N1 (%) 
108.2 
108.2 

V1 (KIAS/TAS) 
158 
/ 158 
158 
/ 165 
 7 KTAS 

VR (KIAS/TAS) 
161 
/ 161 
161 
/ 168 
 7 KTAS 

V2 (KIAS/TAS) 
164 
/ 164 
164 
/ 171 
 7 KTAS 

Thrust at V1, Lbs per engines 
43.527 
43.527 
0 Lbs 

Far field length ft 
9432 
9980 
548 
ft 

Acceleratestop distance (engineout) ft 
9065 
9980 
915 
ft 

Acceleratego distance (engineout) ft 
9432 
9980 
548 
ft 

Acceleratego distance (allengine) ft 
7979 
8661 
681 
ft 

Second segment gradient % 
2.65 
2.51 
0.0 % 

Second segment rate of climb ft per minute 
417 
435 
 18 Fpm 
STL  05/05
_{2}_{0}
4H ABI4
APPENDIX
4H
Reduced Thrust Examples
Airbus Model A320200
And example of the conservatism inherent in the use of the assumed (flexible) temperature method of reduced thrust calculation.
Conditions
A320
GE CFM565A1 Sea level O A T = 15°C 9500ft runway Actual airplane weight = 72 T permits assumed (flexible) temperature of 40°C
Parameters 
Actual temp is 15°C and assumed (flexible) temp is 40°C 
Actual temp is 40°C 
Margin 

N1 (%) 
95.5 
95.5 

V1 (KIAS/TAS) 
150 
/ 150 
150 
/ 156 
 6 KTAS 

VR (KIAS/TAS) 
151 
/ 151 
151 
/ 157 
 6 KTAS 

V2 (KIAS/TAS) 
154 
/ 154 
154 
/ 161 
 7 KTAS 

Thrust at V1, Lbs per engines 
17.744 
17.744 
0 Lbs 

Far field length ft 
9002 
9468 
466 
ft 

Acceleratestop distance (engineout) ft 
8760 
9468 
708 
ft 

Acceleratego distance (engineout) ft 
9002 
9468 
466 
ft 

Acceleratego distance (allengine) ft 
7236 
7811 
575 
ft 

Second segment gradient % 
2.68 
2.68 
0.0 % 

Second segment rate of climb ft per minute 
419 
438 
 19 Fpm 
STL  05/05
21
4H ABI5
APPENDIX
4H
Reduced Thrust Examples
Airbus Model A321112
And example of the conservatism inherent in the use of the assumed (flexible) temperature method of reduced thrust calculation.
Conditions 
A321112 
CFM565B2 
Sea level O A T = 15°C 9459ft runway Actual airplane weight = 85 T permits assumed (flexible) temperature of 40°C
Parameters 
Actual temp is 15°C and assumed (flexible) temp is 40°C 
Actual temp is 40°C 
Margin 

N1 (%) 
93.6 
93.6 

V1 (KT IAS/TAS) 
150 
/ 147 
150 
/ 153 
 6 KTAS 

VR (KT IAS/TAS) 
158 
/ 155 
158 
/ 162 
 7 KTAS 

V2 (KT IAS/TAS) 
159 
/ 158 
159 
/ 165 
 7 KTAS 

Thrust at V1, Lbs per engines 
23.451 
23.451 
0 Lbs 

Far field length (ft) 
8859 
9459 
600 
ft 

Acceleratestop distance (engineout) ft 
8547 
9459 
912 
ft 

Acceleratego distance (engineout) ft 
8859 
9459 
600 
ft 

Acceleratego distance (allengine) ft 
7393 
7970 
577 
ft 

Second segment gradient % 
2.4 
2.4 
0.0 % 

Second segment rate of climb ft per minute 
387 
401 
 14 Fpm 
STL  05/05
_{2}_{2}
4H ABI6
APPENDIX
4H
Reduced Thrust Examples
Airbus Model A330301
And example of the conservatism inherent in the use of the assumed (flexible) temperature method of reduced thrust calculation.
Conditions 
A330301 
CF680E1A2 
Sea level O A T = 15°C 9710ft runway Actual airplane weight = 212 T permits assumed (flexible) temperature of 40°C
Parameters 
Actual temp is 15°C and assumed (flexible) temp is 40°C 
Actual temp is 40°C 
Margin 

N1 (%) 
102.5 
102.5 

V1 (KT IAS/TAS) 
148 
/ 148 
148 
/ 155 
 7 KTAS 

VR (KT IAS/TAS) 
150 
/ 150 
150 
/ 156 
 6 KTAS 

V2 (KT IAS/TAS) 
155 
/ 155 
155 
/ 162 
 7 KTAS 

Thrust at V1, Lbs per engines 
50.347 
50.347 
0 Lbs 

Far field length (ft) 
9103 
9710 
607 
ft 

Acceleratestop distance (engineout) ft 
8916 
9710 
794 
ft 

Acceleratego distance (engineout) ft 
9103 
9710 
607 
ft 

Acceleratego distance (allengine) ft 
8363 
9013 
650 
ft 

Second segment gradient % 
2.4 
2.4 
0.0 % 

Second segment rate of climb ft per minute 
376 
394 
 18 Fpm 
STL  05/05
_{2}_{3}
4H ABI7
APPENDIX
4H
Reduced Thrust Examples
Airbus Model A340311
And example of the conservatism inherent in the use of the assumed (flexible) temperature method of reduced thrust calculation.
Conditions 
A340311 
CFM565C2 
Sea level O A T = 15°C 12267ft runway Actual airplane weight = 257 T permits assumed (flexible) temperature of 40°C
Parameters 
Actual temp is 15°C and assumed (flexible) temp is 40°C 
Actual temp is 40°C 
Margin 

N1 (%) 
90 
90 

V1 (KT IAS/TAS) 
148 
/ 148 
148 
/ 154 
 6 KTAS 

VR (KT IAS/TAS) 
155 
/ 155 
155 
/ 162 
 7 KTAS 

V2 (KT IAS/TAS) 
161 
/ 162 
161 
/ 168 
 7 KTAS 

Thrust at V1, Lbs per engines 
23.376 
23.376 
0 Lbs 

Far field length (ft) 
11358 
12267 
909 
ft 

Acceleratestop distance (engineout) ft 
11174 
12175 
1001 ft 

Acceleratego distance (engineout) ft 
11322 
12175 
853 
ft 

Acceleratego distance (allengine) ft 
11358 
12267 
909 
ft 

Second segment gradient % 
3 
3 
0.0 % 

Second segment rate of climb ft per minute 
490 
509 
 19 Fpm 
STL  05/05
_{2}_{4}
4H ABI8
APPENDIX
APPENDIX
4H
Reduced Thrust Examples
Airbus Model A340642
And example of the conservatism inherent in the use of the assumed (flexible) temperature method of reduced thrust calculation.
Conditions
A340642
RR TRENT556 Sea level OAT = 15°C 11558ft runway
Actual airplane weight = 368t permits assumed (flexible) temperature of 40°C
PARAMETERS 
Actual temp is 15°C FLEX temp is 40°C 
Actual temp 
Margin 

is 40°C 

V1 
(kt IAS/TAS) 
155.6 
/ 156.7 
155.6 
/ 163.4 
 6.7 kt TAS 

EPR at V1 
1.285 
1.285 
0 

Thrust at V1 
(lbs/eng) 
40405 
40405 
0 lbs 

VR 
(kt IAS/TAS) 
165.7 
/ 167.2 
165.7 
/ 174.3 
 7.1 kt TAS 

V2 at 35ft 
(kt IAS/TAS) 
178.5 
/ 177.5 
178.5 
/ 185.1 
 7.6 kt TAS 

Far field length 
(ft) 
10719 
11558 
839 
ft 

Acceleratestop distance (one engine out) 
(ft) 
10020 
10942 
922 
ft 

Acceleratego distance (one engine out) 
(ft) 
10305 
11115 
810 
ft 

Acceleratego distance (all engines) 
(ft) 
10719 
11558 
839 
ft 

Second segment gradient 
(%) 
4.83 
4.83 
0% 

Second segment rate of climb 
(ft/mn) 
866 
903 
 37 ft/mn 
STL  05/05
_{2}_{4}
4H ABI9
APPENDIX
APPENDIX
4H
Reduced Thrust Examples
Airbus Model A340541
And example of the conservatism inherent in the use of the assumed (flexible) temperature method of reduced thrust calculation.
Conditions
A340541
RR TRENT553 Sea level OAT = 15°C 11824ft runway
Actual airplane weight = 372t permits assumed (flexible) temperature of 40°C
PARAMETERS 
Actual temp is 15°C FLEX temp is 40°C 
Actual temp 
Margin 

is 40°C 

V1 
(kt IAS/TAS) 
154.6 
/ 155.1 
154.6 
/ 161.6 
 6.5 kt TAS 

EPR at V1 
1.264 
1.264 
0 

Thrust at V1 
(lbs/eng) 
38386 
38386 
0 lbs 

VR 
(kt IAS/TAS) 
163.3 
/ 163.8 
163.3 
/ 170.8 
 
7 kt TAS 

V2 at 35ft 
(kt IAS/TAS) 
174.9 
/ 174.0 
174.9 
/ 181.4 
 7.4 kt TAS 

Far field length 
(ft) 
10955 
11824 
869 
ft 

Acceleratestop distance (one engine out) 
(ft) 
10233 
11165 
932 
ft 

Acceleratego distance (one engine out) 
(ft) 
10495 
11319 
824 
ft 

Acceleratego distance (all engines) 
(ft) 
10955 
11824 
869 
ft 

Second segment gradient 
(%) 
4.03 
4.04 
0% 

Second segment rate of climb 
(ft/mn) 
710 
740 
 
30 ft/mn 
STL  05/05
_{2}_{4}
4H ABI10
APPENDIX
4I
Lineup Distance Charts
90 degree runway entry 
4I ABI3 
180 degree turn on the runway 
4I ABI4 
STL  05/05
_{2}_{5}
4I ABI1
APPENDIX
4I
Lineup Distance Charts
Lineup corrections should be made when computing takeoff performance anytime the access to the runway does not permit positioning of the airplane at the threshold. The data contained in this appendix is based on the manufacturer's data for minimum turn rad consistent with the turning conditions shown in figure 2 and 3. Operators can use the data in this appendix to develop lineup corrections appropriate to any runway run geometry. However the use of data in this appendix does not supersede any requirements that may be already be in place for specific regulatory agencies. If further assistance is required, the operator should contact the appropriate manufacturer and regulatory agency to assure compliance with all applicable regulations.
Definitions of terms
The takeoff distance (TOD) adjustment is made based on the initial distance from the main gear to the beginning of the runway since the screen height is measured from the main gear, as indicated by distance "A" in Figure 1. The acceleratestop distance (ASD) adjustment is based on the initial distance from the nose gear to the beginning of the runway, as indicated by distance "B" in Figure 1.
When determining a runway lineup allowance, the characteristics for maneuvering each airplane model onto each runway should be used in calculating the required corrections. For example, runways with displaced take off thresholds or ample turning aprons should not need further adjustment as shown in Figure 2, runways that require a 90 degree turnon taxiing on the runway with a 180 degree turn at the end, Figure 3 and 4, may require a lineup adjustment. This appendix contains the appropriate minimum lineup distance adjustments to both the acceleratego (TOD) and acceleratestop (ASD) cases that result from a 90 degree turn onto the runway and a 180 degree turn maneuver on the runway.
STL  05/05
_{2}_{6}
4I ABI2
APPENDIX
4I
Lineup Distance Charts
90 Degree Runway Entry
90 Degree Runway Entry 

Maximum 
Minimum line up distance correction 

Aircraft 
effective 

Model 
steering 
On TODA ft (m) 
On ASDA ft (m) 

angle 

A300 
58.3° 
70.6 
21.5 
132.0 
40.2 
A310 
56° 
66.9 
20.4 
117.8 
35.9 
A320 
75° 
35.9 
10.9 
77.3 
23.6 
A319 
70° 
37.8 
11.5 
74.0 
22.6 
A321 
75° 
39.5 
12.0 
94.9 
28.9 
A330200 
62° 
73.7 
22.5 
146.5 
44.7 
A330300 
65° 
75.1 
22.9 
158.4 
48.3 
A340200 
62° 
76.3 
23.3 
152.5 
46.5 
A340300 
62° 
80.1 
24.4 
164.0 
50.0 
A340500 
65° 
77.4 
23.6 
169.1 
51.6 
A340600 
67° 
80.7 
24.6 
189.6 
57.8 
STL  05/05
_{2}_{7}
4I ABI4
APPENDIX
4I
Lineup Distance Charts 180 Degree Turnaround
180 Degree Turnaround 

Aircraft 
Minimum Lineup Distance Correction 
Required min 
Nominal lineup distance on a 60m/197’ runway width 

Model 
TODA 
ASDA 
runway width 
TODA 
ASDA 

ft 
m 
Ft 
m 
ft 
m 
ft 
m 
ft 
m 

A300 
86.9 
26.5 
148.2 
45.2 
217.0 
66.1 
124.6 
38.0 
186.0 
56.7 
A310 
76.3 
23.3 
127.2 
38.8 
202.2 
61.6 
95.1 
29.0 
146.0 
44.5 
A320 
54.0 
16.5 
95.4 
29.1 
94.2 
28.7 
As minimum 

A319 
49.6 
15.1 
85.8 
26.2 
102.0 
31.1 
As minimum 

A321 
68.4 
20.9 
123.9 
37.8 
108.7 
33.1 
As minimum 

A330200 
98.8 
30.1 
171.6 
52.3 
223.8 
68.2 
142.2 
43.3 
215.0 
65.5 
A330300 
108.8 
33.2 
192.1 
58.5 
229.7 
70.0 
157.2 
47.9 
240.4 
73.3 
A340200 
103.4 
31.5 
179.7 
54.8 
234.3 
71.4 
155.5 
47.4 
231.7 
70.6 
A340300 
111.8 
34.1 
195.8 
59.7 
249.3 
76.0 
175.0 
53.3 
259.0 
78.9 
A340500 
117.8 
35.9 
209.5 
63.9 
238.8 
72.8 
173.3 
52.8 
265.0 
80.8 
A340600 
134.8 
41.1 
243.8 
74.3 
251.3 
76.6 
199.3 
60.7 
308.2 
93.9 
Note 1: These values have been computed following the conditions shown on the figures below. They differ from the recommended turning technic, published in the flight crew operating
Note 2: A340600 requires turning technique described in FCOM to achieve180° turn on 60m wide runway
manual, for which smaller runway width can be obtained. ** Runway width to turn 180 degrees at maximum effective steering angle and end aligned with the centerline of the pavement. Includes minimum edge safety distance (M) as required in FAA AC150/530013 and ICAO annex 14 (10ft for A319, A320 and A321 15ft all others). *** Lineup distance required to turn 180 deg. and realign the airplane on the runway centerline on a 60 meter/197 ft wide runway with at least the minimum edge safety distance
STL  05/05
_{2}_{8}
4I ABI4
APPENDIX
4J
The Effect of Procedural Variations on Stopping Distance
The data in this appendix is provided as a reference forfor thethe instructor.instructor. The individual diagrams show the approximate effects of various configuration items and procedural var iations on the rejected takeoff stoping performance of the airplane.
Airplane Model 
Page Number 
Airbus A300B4203 
4J ABI2/3 
Airbus A310304 
4J ABI4/5 
Airbus A300605 
4J ABI6/7 
Airbus A320211 
4J ABI8/9 
Airbus A321112 
4J ABI10/11 
Airbus A319111 
4J ABI12/13 
Airbus A330301 
4J ABI14/15 
Airbus A340311 
_{4}_{}_{J} _{A}_{B}_{I}_{}_{1}_{6}_{/}_{1}_{7} 
Airbus A340642 
4J ABI18/19 
Airbus A340541 
4J ABI20/21 
STL  05/05
_{2}_{9}
4J ABI1
APPENDIX
4J
The Effect of Procedural Variations on Stopping Distance
A300B4203
Available runway
Dry runway baseline
STL  05/05
_{3}_{0}
4J ABI2
APPENDIX
4J
The Effect of Procedural Variations on Stopping Distance
A300B4203 (cont'd)
Available runway
Dry runway baseline
Wet runway
STL  05/05
31
4J ABI3
APPENDIX
4J
The Effect of Procedural Variations on Stopping Distance
A310304
Available runway
Dry runway baseline
STL  05/05
_{3}_{2}
4J ABI4
APPENDIX
4J
The Effect of Procedural Variations on Stopping Distance
A310304 (cont'd)
Available runway
Dry runway baseline
Wet runway
STL  05/05
_{3}_{3}
4J ABI5
APPENDIX
4J
The Effect of Procedural Variations on Stopping Distance
A300605
Available runway
Dry runway baseline
STL  05/05
_{3}_{4}
4J ABI6
APPENDIX
4J
The Effect of Procedural Variations on Stopping Distance
A300605 (cont'd)
Available runway
Dry runway baseline
Wet runway
STL  05/05
_{3}_{5}
4J ABI7
APPENDIX
4J
The Effect of Procedural Variations on Stopping Distance
A300211
Available runway
Dry runway baseline
STL  05/05
_{3}_{6}
4J ABI8
APPENDIX
4J
The Effect of Procedural Variations on Stopping Distance
A320211 (cont'd)
Available runway
Dry runway baseline
Wet runway
STL  05/05
37
4J ABI9
APPENDIX
4J
The Effect of Procedural Variations on Stopping Distance
Airbus model A321112
Dry runway baseline
STL – 05/05
_{3}_{8}
4J ABI10
APPENDIX
4J
The Effect of Procedural Variations on Stopping Distance
Airbus model A321112 (cont'd)
Dry runway baseline
STL  05/05
_{3}_{9}
4J ABI11
STL  05/05
_{3}_{9}
4J ABI12
STL  05/05
_{3}_{9}
4J ABI13
APPENDIX
4J
The Effect of Procedural Variations on Stopping Distance
Airbus model A330301
Dry runway baseline
STL  05/05
40
4J ABI14
APPENDIX
4J
The Effect of Procedural Variations on Stopping Distance
Airbus model A330301 (cont'd)
Dry runway baseline
STL 05/05
41
4J ABI15
APPENDIX
4J
The Effect of Procedural Variations on Stopping Distance
Airbus model A340311
Dry runway baseline
STL  05/05
42
4J ABI16
APPENDIX
4J
The Effect of Procedural Variations on Stopping Distance
Airbus model A340311 (cont'd)
Dry runway baseline
STL  05/05
_{4}_{3}
4J ABI17
APPENDIX
4J
The Effect of Procedural Variations on Stopping Distance
Airbus model A340642
STL  05/05
_{4}_{3}
4J ABI18
APPENDIX
4J
The Effect of Procedural Variations on Stopping Distance
Airbus model A340642 (cont'd)
Effect of late Liftdumpers :
AVAILABLE RUNWAY 9994 ft
STL  05/05
_{4}_{3}
4J ABI19
APPENDIX
4J
The Effect of Procedural Variations on Stopping Distance
Airbus model A340541
DRY RUNWAY BASELINE
Dry runway baseline
AVAILABLE RUNWAY
9994 ft
STL  05/05
_{4}_{3}
4J ABI20
APPENDIX
4J
The Effect of Procedural Variations on Stopping Distance
Airbus model A340541 (cont'd)
Effect of late liftdumpers :
AVAILABLE RUNWAY 9994 ft
STL  05/05
_{4}_{3}
4J ABI21
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